battery, and air conditioning fan and compressor.
Powerplants The Premier IA is powered by Williams International FJ-44-2A engines, producing 2,300 lbs of thrust each. Engine control on the Premier IA is managed by an Electronic Engine Control (EEC) system, backed up with mechanical controls linked directly from the thrust levers to the engines. Should the EEC system fail, a flip of a toggle switch just above the engine-start buttons transfers engine control from the EEC to the mechanical linkages. The EEC system on the Premier IA is similar, yet different from the Full Authority Digital Engine Control (FADEC) found on most production light jets today. The principal difference is that the latter does not have a mechanical linkage to the engine. In addition, FADEC provides auto-ignition control and a second electronic engine control channel, should the first channel fail, ultimately reducing system complexity, weight, and maintenance cost. As we continue aft toward the right wing, the impressive 20° leading-edge sweep is very apparent. The polished, heated leading edge contains stall strips on the inboard portion and airflow separation devices on the outboard portion, for improved slow flight handling qualities. A rol l assist system was incorporated into the flight control system of the Premier IA to help meet some of the performance and handling targets of the original design. In addition to conventional ailerons, the IA’s roll assist system uses outboard spoilers, similar to those on the Hawker 400XP, formerly known as the Beechjet or Diamond Jet. Due to the Premier IAs high wing sweep, relatively large flaps are needed to provide adequate lift during take-off and landing. As a result, the ailerons are kept smaller. To help give adequate 6 • TWIN & TURBINE
roll handling characteristics, engineers introduced spoilerassisted roll control whenever the control yoke is rotated more than 10°. The Premier IA has a total of three upper-surface drag devices per wing. The most outboard device is used for roll assist, the middle device is used as a speed brake, and the most inboard device is used for lift dump after landing or during a rejected takeoff. Moving aft of the right wing, we opened the right-hand aft maintenance bay, which contains the engine oil and hydraulic test areas. There is no need to visually check actual oil and hydraulic levels; simply depress the test buttons and check to see if the appropriate series of lights come on. The right-hand aft maintenance bay also houses the electronic fuel computer, main ship
Interior Upon entering the cabin, one is impressed by the cavernous space in the near-standup cabin. The fit and finish of the cabin is without question the best-inclass. The standard Premier IA configuration includes a four-seat club arrangement plus two forward facing seats in the most-aft row. The fully-enclosed lavatory area in the aft cabin also houses a non-belted, internally-serviced lavatory and a 20 cubic-foot internal luggage storage space, across from the potty. As I maneuvered forward and slipped into the left cockpit seat, I was pleased with how easy ingress and egress were. The three-screen ProLine 21 installation with dual control display units (CDUs), used to manage the FMS-3000 flight management system, is well suited for single pilot operations. JANUARY 2012
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Test Flight After completing the before-start checklist, we found engine starts to be fairly straightforward. Ignition is activated, followed by engaging the appropriate starter button until N2 reaches approximately 13%, at which point the thrust lever is brought out of cutoff to the idle detent. Once the started engine is stabilized, the same procedure is repeated for the opposite engine. One of the unique before-taxi procedures of the Premier IA is the built-in test of the flight control systems. The roll assist, spoilers, and lift-dump systems are typically locked in the down position when the aircraft is secured. To release them from the locked position, operators must be diligent in their test of these systems prior to taxiing out; otherwise, they will be inoperable in flight. With the performance calculator function on the FMS-3000, operators can enter all pertinent atmospheric and weight conditions to calculate appropriate takeoff and landing speeds and distances. On this day, we had a departure airport elevation of approximately 1,400 ft MSL, temperature of 39°C, and a takeoff weight of 12,000 lbs. Balanced field length for the day’s flight was 4,912 ft. with V1, VR, and V2 speeds of 111, 114, and 122 knots, respectively. With an IFR clearance in hand, the FMS flight plan loaded, and the Beech Field airport diagram on the Multi-Function Display, we proceeded to taxi out. After a short taxi test was complete, it was time to take off. Brakes applied, I slowly brought thrust levers up to full attention, noticing that the throw distance required to travel from idle to full power was a bit longer than what I had experienced in other light jets; not good or bad, just different. Once takeoff thrust was achieved, I released the brakes and began the roll. Due to its relatively high wing sweep and wing loading, the Premier uses a bit more runway than other 8 • TWIN & TURBINE
light jets. However, acceleration is brisk once airborne. While the high wing loading on the Premier provides for longer takeoff runs, it also delivers one of the smoothest rides in its class. During climb, temperatures went from ISA +26 at the departure altitude to ISA +4 at FL410. Despite the warm temperatures aloft, the Premier climbed to its maximum cruise altitude in just under 27 minutes, burning 700 lbs of fuel. Once at 41,000 feet, we accelerated to 435 knots true airspeed, burning 860 lbs/hr. For flight planning purposes, most Premier operators should expect about 1,200 lbs of fuel for the first hour, 900 lbs of fuel the second hour, and 800 pounds the third hour. Obtaining maximum speed for the Premier IA requires a descent from FL410, down to FL330, where
a true airspeed of 451 knots can be experienced on a standard day. Expect a fuel burn of 1,200 lbs/hr at FL 330. After the maximum speed test, it was time to see how quickly the Premier IA could get down. With thrust at idle and speed brakes deployed, we easily achieved an 8,000-fpm descent rate down to 16,500 ft, where we evaluated handling qualities. At 250 KIAS, I completed a series of steep-bank turns, evaluating roll force and roll stability. While roll forces were relatively high, as compared to other light jets, I found control to be very manageable. After testing lateral-directional stability, it was time to evaluate slow flight characteristics. Extending landing gear and flaps, I reduced thrust to achieve our calculated Vref of the day, 115 KIAS. Slow JANUARY 2012
speed handling was as docile and controllable as other light jets. It was time to bring the speedy Premier IA back home. Lining up for the visual approach to runway 18 at Beech field, I slowed to Vref plus 10 knots, holding 125 knots to allow for the relatively gusty conditions on our approach. At 500 ft AGL, I disconnected the yaw damper and brought the aircraft in for a relatively smooth landing. Upon touchdown, pulling up and back on the center pedestal’s lift dump handle activated the lift dump system. With moderate braking and a landing weight of 10,500 lbs, the Premier IA stopped in about 4,000 feet. Although the Premier IA is not equipped with trailing link landing gear, I was pleasantly surprised with touchdown characteristics and rollout on the straight-legged gear. Pulling back into the ramp, I realized it was time for me to part with a fine machine that has found a special place in the hearts of some 300 lucky operators. So, after spending the day with the Premier IA, what do I think? The Premier IA is a big little jet. It’s fast, it’s roomy, and it’s truly one of a kind. It’s quite a bit sportier in both handling and performance than other aircraft in its price class. For operators who are not flying in and out of relatively short fields or high airports and have an average mission of less than 1,000 nm, the Premier IA should certainly be in their sights. T &T
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About the author: Cyrus Sigari is president and co-founder of jetAVIVA, a leading light jet sales, training, and delivery firm based in Santa Monica, CA. Cyrus is a type rated instructor pilot in the CE-510, CE-525, EMB-500, and EA-500. Cyrus holds a degree in aerospace engineering from Purdue University and is a competitive aerobatic pilot. For questions or comments about this report, contact Cyrus at cyrus.sigari@jetAVIVA.com. JANUARY 2012
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